Cab signal system.



P. J. SIMMEN.

CAB SIGNAL SYSTEM.

APPLICATION FILED muzz. I909.

1 1 4:0, 623 Patented May 25, 1915,

Qvi-tneooe/o UNITED [STATES PATENT OFFICE.

PAULv J. SIMMEN, LOS ANGELES, CALIFORNIA.

CAB SIGNAL SYSTEM.

Specification of'Letters Patent.

Patented my 25,1915.

Application filed January 22, 1909. Serial no. 473,711.

T all whom it may concern:

Be it known that I, PAUL J. SIMMEN, a

citizen of the United'States, residing at Los all danger conditions arise from track conditions of various sorts and it is a simple matter to effect theelectri'fication or the nonelectrification of a contact plate, rail, tappet or inductive circuit in the path of the train, by the occurrence of safety and danger conditions, respectively. Or it is possible i to cause electromagnetic waves to be emitted at a particular point of the trackway and which influence electric currents in a circuit of the train. In the most convenient cases, however, the danger track conditions produce a local electrification, excitation or wave emanation at a certain point or points of the trackway, so that the effect on the train is occasional rather than constant.

This gives rise to two serious difiiculties which so far as I am aware have been inherent in the systems hitherto proposed.

It is the object of my present invention to overcome these difliculties.

The first difliculty arises from the fact that a mere temporary or momentary signal is not a suflicient Warning of danger conditions ahead where the danger conditions are continuing. It is in every way important if a danger signal is used and relied upon at all, that it should be of such a character as to create and continue an alarm as long as the danger conditions continue. The second difiiculty encountered in systems of the above character is that electrification or wave emanation or other presence of energy is an unsafe and discreditedaplan of actuating a danger alarm upon which any reliance is placed, because there are numberless Ways in which the energy might be diverted or dissipated from the relation where it should actuate the alarm, even assuming that the danger conditions exist. Reliance can only and combination as hereinafter claimed.

be had upon the absence rather than the presence of energy to denote alarm conditions; This last matter is so serious that it is practically imperative to have the danger conditions indicated by the absence of energy rather than the presence of it. But the last condition is not of a nature naturally adapted to overcome the first difiiculty mentioned, since the continuous and. uninterrupted actuation of an alarm during danger conditions and vice versa is not readily secured by the intermittent absence of energy at predetermined points along the trackway. I overcome these diificulties by the construction set forth and In the drawings: Figure 1 is a diagrammatic view showing some of the prominent features of a cab signal system embodying the principles of my Invention. Fig. 2 illustrates certain modifications which may be made. Fig. 3 diagrammatically shows a series of ramp rails and their relation to partsoperated thereby carried by the train or vehicle.

Referring to the drawings in; whichlike parts are designated by the same reference sign, 1 designates a contact, plate, tappet or rail section alongside the usual track rail 2 and which is provided at points along the roadway where danger or signal. indications are to be made.

3 denotes a shoe movably attached to the train and having a contact block 4 in the path of the rail section 1. I have illustrated the shoe 3 pivoted at 4 to a fixed part 5 of a truck of the train and normally depressed by its own weight and by a spiral spring 6.

7 denotes a rod guided to move vertically in the frame part 5 and resting on or connected to the shoe 3 within said spiral spring 6. This rod is guided to move vertically by any suitable bearing collars 8, 8.

9 denotes a bearer on the rod 7 which is advantageously made in the form of a rounded disk clamped between a pair of adjustment collars 10.

12 indicates a magnet of which I prefer the solenoid type having a plunger 13 depressed by gravity and by a spiral spring 14 within the winding 12 and abutting against a cap 15 thereon; Under thedouble impulse of the spring and gravity it is certain, Within all ordinary possibility, that the plunger will fall if the magnet is not energized, assuming straining means.

With v my Invention the falling of this plunger 13 is a danger indication under any circumstances, and puts an obligation on the engineer to stop or slow down. The falling of this plunger may be due to mechanical defects inthe apparatus '.or defects in the electrical circuits as well as a proper danger or signal actuation, but in any case-the train should stop and the engineer investigate until thecause is known.-

f this rule is observed; absolute safety: is

" insured.

The fact has been referred to that'the imposition of energy due to danger conditions occurs only atpredet'ermined points along the trackway in accordance with my present invention. Under-these circumstances the magnet 12 is deenergized at intermediate lengths of the trackway in any case,

whether there are danger conditions or not.

The falling of the plunger 13 would be an improper indication under these circumstances and I provide mechanical means for maintaining the safety signal position of the plunger 13 throughout the intermediate portions of the trackway between these kept pressed against the core or of the signal points or stations, this nger is mechanically and preferably positively displaced out of contact with the plunger, so

that the latter is free to fall or move accord- 'ing to the dan er or safety conditions. In

the drawings the finger 18 is made in the form of a sleeve having a rubber tip 19 and a flange 20 engaged by spring 21 and guided in a recess of a block or frame 22 which also guides the lower end of the plunger 13 in its movement. guided and steadied by a projecting extension 23 which is received in a bearing 24 of the frame 5.

25 denotes a stud with a round head 26 in the path of depression of the bearer 9. This stud is guided by the sleeve 18 and the extension 23 and is impelled outwardly therefrom by a spring 28. I 29 denotes a wedge on the rod 7 which engages a portion 23 of the extension 23 and causes the finger drawn from its engagement on the plunger 13, whenever the train is passing signal points. 7

Before considering the operation I will refer to a practical means for giving an the absence of other reof air or other pressure plpe The movement is further 18 to be positively withe m n I audible alarm when the core or plunger 13 drops.

Many t pes of" audible or visual, alarm may be a opted, or the plunger 13 can be exposed so as to be visible andzconspicuous and itself constitute a signal.

30 denotes a port in the block 22 which is adapted to re stem" with a corresponding- 31 in the plunger 13 when port or channe v the latter is in its lowermost or dropped position. On the outside of the plunger there is a cavity 32 communicating with a source 33 so that when the plunger 13 is dropped, as shown, air or I steam will pass through the cavity 32, through the plunger, through the port 30 and pipe 34. to a whistle or similar signal 35. When'theplunger 13 is elevated, its channel 31 is drawn out of alinement with the port 31 so that the flow is cut off and the signal silenced. This is merely of an audible alarm which ma beused.

' I have referred to the fact't at themagnet, 12, is periodically energized by an electri cal current. This current may be derived either conductively or inductively from the an example.

track circuit. Ihave' illustrated both ar- 1 rangements, that of Fig. 1 bein of the conductive type and that of Fig. 2 eing of the inductive type. In Fi 1 a circuit 1 is established from the rai 1 to; the insulated block 4 and through the magnet 12 to the" wheel axles or ground. In the type of Fig. 2 an induction "coil winding mis con nected in a circuit m, with the magnet 12, and is 'so fixed on the train or locomotive" as to travel in inductive proximity to a stationary inductive winding m in the trackway. A periodical an alternating current in the circuit m, which acts on the magnet 12 to energize the current in winding 'm induces same and attract the plunger nearly as etliciently as a is properly or the winding m receive their current from any known and tial requisite being that energy is present direct current if the plunger laminated. The rail section 1,

suitable or desired source in any well Y obvious manner, the only essenduring safetyconditions and absent in dan-.

ger conditions.

In use the train proceeds way and intermittently passes the rail sections 1 -or the windings m as the case may be. In the latter instance some means such far example as the ramp rail section 1 is provided to elevate the shoe 3 or its equivalent such winding m of the shoe 3 produces an upward displacement of the rod 7 of the-bearer 9, so that the rubber tipped finger 18 is impelled outward and releases the plunger 13. The plunger then drops by gravity and the spring 14, unless it is sustained against this influence by the magnet 12, which receives its energy during the passage of the coil m past The mechanical raising along thetrackw new 7 a 1 normal, and without defect, it is proper to "ing block and this warrant is supplied by which :resumes its grip on the plunger at ve the engineer a warrant to proceed at ull speed through the length of such ensuthe action of the, rubber tipped finger 18,

the .very instant when the energization of block is safe I and circuits are normal and undefective; so. that avirtual test out of the apparatus and entirely new warrant of clear signal conditions aheadzis obtained at .each block enthe magnet 12 is discontinued. The engineer there fore retains a present and constantly 'robservable indication of safety throughout the safe block, as is desirable, but this mechanically enforced safety indication terminates at the end of such block and, an entirely new warrant to proceed through the next block must be obtained. The latter cannot be had unless such ensuing and unless all the apparatus trance before the engineer can traverse it.

All these functions are,- however, automatic .and require no strain/or attention on the engineer,-who-merely needs remember that while thekp'lun er 13 is elevated, he is safe to I is evident t mama-run s;

In al'hilweyislisnallsystem, a ackwayi proceed, but w en the plunger falls,.he must mfallibly-and invariably stop, because such fall can only occur through actual danger or defective apparatus-r In the foregoing, description I haveemployed the term v-;mec,hanically operated,

which I desiretobe'imderstood in the sense of an operation produced by any physical force of description not electrlcal. It

means for -producingelectrical energy emanations at' spaced separated points along said trackwa'y, a movable part carried by the train hav ng a bias toward danger indi eating position, means on the train actuated by such energy emanations for holding said part in safety indicating position during the continuance. of such emanations, and mechanically operated means for normally holding said part in said safety indicating position throughout the intervals between said emanations.

2. In a railway signal system, a trackway, means for producing electrical energy erna nations at spaced separated points along said trackway, a movable, part carried, by the train having a bias toward danger indicatsaid mechanically sald emanations.

at many equivalents of such a. mechanicaltor physical operation can be em- -ployed Within "the spirit and scope "of-the present inventionfm i g position, means on the train actuated by K such. ener I part in safety indicating position during the continuance of such emanations, mechaniemanations for holding said cally operated means for normally holding said. part in safety indicating position throughout vthe intervals between said ema nations, and means for releasing said movable part from the action of said mechanically operated means during said emanations.

3. .In a railway signal system, a trackway,

means for producing electrical energy emanations at spaced separated points along said trackway, a movable part carried by the train having a bias toward danger indicating position, means on theftrain actuated by such energy emanations for holding said part in safety indicating position during the continuance of such emanations, mechanically operated means for normally holding said part, in said safety indicating vposition throughout the intervals, between said emanations, and positively acting meansfor releasing said movable part from the action of operated means during 4. In a railway signalsystem, a trackway,

means for producing electrical energy emanations at spaced separated pointsalong said trackway, a movable part carried by the, train having "a bias toward danger indi cating position, means on the train actuated by such'energy emanations for holding said par-tin safety'indicating position during the continuance of such :emanations,

, mechanically operated means for normally holding said part in safety indicating position throughout the intervals between said emanations, and means displaced by the passage of a train past said points for releasing said movable part from the action of said mechanically operated means.

5. In a railway signal system, a trackway, 4

means for producing electrical energy emanations at spaced separated po nts along c said trackway, a magnet-on the train energized by such energy emanations, an armature attracted by said magnet, and mechanlv cally operated means formaintaining said armature in such attracted relation during the intervals between said cmanations.

6. In a railway signal system, a trackway, means for producing electrical energy emanations at spaced separated points along said trackway, a magnet on the train energized by such energy emanations, anarmature attracted by said magnet, mechanically ope'rx-ited means for maintaining said armature in such attracted relation during the intervals between said emanations, and posi-,

tively acting means for releasing said armature during said emanations.

7. In a railway signal system, a trackway, means for producing electrical energy emaram nations at spaced separated points along said trackway, a magnet on the train energized by such energy emanations, an armature attracted by said magnet, mechanically operated means for maintaining said armature in'such'attracted relation during the means for releasing said armature during said emanations.

8. In a railway signal system, a trackway, means for producing electrical energy emanations at spaced separated points along said trackway, a magnet on the train energized by such energy emanations, an armature attracted by said magnet, mechanically operated means for-maintaining said armature in such attracted relation, and means positively actuated'by the movement of the train for releasing said mechanically operated means during said emanations.

9. In a railway signal system, a trackway, means for producing electrical energy'emanations at spaced separated points along said trackway, a movable part carried by the train having a bias toward danger indicating position, means on the train actuated by such energy em'anations for holding said part in safety indicating position during the continuance of such emanations, and non-electrically operated means 1 for normally holdingsaid part in said safety" indieating position throughout the intervals between said emanations, the last mentioned means being rendered inoperative during the continuance of said energy emanations.

10. In a railway safety system, means for producing electrical energy .emanations at spaced separate points along the trackway, a fluid-actuated device carried by the train, a movable device on the train provided with means for controlling the supply to said fluid-actuated device; said movable device being biased to one position, :means on the train actuated by such energy emanations for holding said part out of its biased p0 sition' during the continuance of such em anations, and mechanically-operated means for also holding said part out of said biased position throughout the intervals between said emanations. a I

11. In a cab railway signal system, a signa'ling device on the cab, a movable controlling part therefor, said signaling device indicating danger when said part occupies one position and safety when'it occupies another position, means automatically controlled by the moving train for emplacing said part in safety indicating position, and

a separate and distinct mechanical appliance for independently holding said part in said safety position after the emplaeing means has ceased to act upon said part.

12. In a. railway signaling system, a trackway, means for producing electrical energy einanations at spaced points along said trackway, a movable part carried by the train having a bias toward danger indicating' position, means on the train for holding said part in safety indicating position throughout the intervals between said I .emanations, a mechanical appliance for lntervals between said emanations, and

13. In a railway safety system, means for producing electrical energy eman'ations at spaced separate points along the trackway, a fluid-actuated device carried by the train, a movable device on the train provided with means for controlling the supply to said fluid-actuated device, said movable device being biased to one position, means on the train actuated by, such energy emanations for holding said part out of its biased position during the continuance ofv such emanations, and mechanically-operated means for also holding said part out of said biased position throughout the intervals between said emanations, the last-mentioned means being rendered inoperative during the continuance of said energy emanations."

14. In a railway signaling system, the combination with a movable vehicle, of a signal carried thereby, means also carried by the vehicle for actuating the signal, trackside mechanism for intermittently controlling the actuating means, and means mounted on the vehicle for maintaining the the vehicle for actuating the signal, 'trackside mechanism for intermittently controlling the actuating means, andmeans mounted on the vehicle for maintaining the signal in the condition in which it is placed by the actuating means during the periods when the operating means is inactive, and said maintaining means being inactive during the periods when the trackside operating mechanism is in cooperative relation with the signal actuating means.

16. In a railway signaling system, the combination with a movable vehicle, of a signal carried thereby, means also carried by the vehicle for actuating the signal, trackside mechanism for intermittently controlling the actuating means, and means mounted on the vehicle for maintaining the signal in the condition in which it is placed by the actuating means during the periods when the operating means is inactive, and said signal in the condition in which it is placed to intermittently operate the electrical means, and mechanical means mounted on the vehicle and acting to hold the signal in said predetermined relation during the periods when the electrical means is out of cooperative relation with the trackside electrical operating mechanism.

18. In a railway signaling system, the combination with a movable vehicle, of a signal thereon, electrical means carried by the vehicle for maintaining the signal in a predetermined position, electrical trackside mechanism intermittently moved into and out of cooperative relation with the electrical means during the passage of the vehicle intermittently operate the electrical means, and mechanical means mounted on the vehicle and acting to hold the signal in said predetermined relation during the periods when the electrical means is out of cooperative relation with the trackside electrical operating mechanism, said holding means being inactive during the periods when the trackside electrical operating mechanism is in cooperative relation with the electrical means.

19. In a railway signaling system, the combination with a movable vehicle, of a signal thereon, electrical means carried by the vehicle for maintaining the signal in a predeterminedposition, electrical trackside mechanism intermittently moved into and out of cooperative relation with the electrical means during the passage of the vehicle to intermittently operate the electrical means, and mechanical means mounted on the vehicle and acting to hold the signal in said predetermined relation during the pe riods when the electrical means is out of cooperative relation with the trackside electrical operating mechanism, said holding means being moved to inactive relation by the trackside operating mechanism during the periods when said trackside mechanism is in cooperative relation with the electrical means.

20. In a railway signaling system, the combination with a movable vehicle and trafiic controlling means thereon, of means for normally maintaining the traltic controlling means in safety position, means for periodically operating the maintaining means to release the tratlic controllingmeans, electrical means for maintaining the traffic controlling means in safety position, and means for inducing currents in the electrical means when the first maintaining means is released, to cause said electrical. means to maintain the traflic. controlling means in safety position.

21. In a railway signaling system, the combination with a movable vehicle and traflic controlling means thereon, of means for normally maintaining the trafiic controlling means in safety position, electrical means for maintaining the traflic controlling means in safety position, and mechanism for simultaneously and periodically operating the first maintaining means to release the traffic controlling means and inducing currents in the electrical means, to cause the latter to maintain the trallic controlling means in safety position when released by said first maintaining means.

22. In a railway signal system, the combination with a movable vehicle, of a signal thereon, means for maintaining said signal in a predetermined condition, means for intermittently releasing said signal to permit it to assume a different condition, and electrical mechanism for normally maintaining the signal in its first mentioned condition when released, said mechanism including means mounted on the vehicle for receiving induced currents, signal-maintaining means actuated by such induced currents, and means along the wayside for intermittently causing induced currents in the said receiving means.

In witness whereof, I subscribe my signaturo, in the presence of two witnesses.

PAUL J. SIMMEN.

IVitnesses:

A. MoonE, JOHN BARLOW. 

